Railway-traffic-controlling apparatus



Oct. 16, 1928. 1,687,920

H. s. YOUNG RAILWAY TRAFFIC CONTROLLING APPARATUS- Filed Jan. 18, 1924 4 Sheets-Sheet 1 Oct. 16, 1 92s, 1 1,687,920

' H. S- YOUNG RAILWAi TRAFFIC CONTROLLING APPARATUS Filed Jan. 18, 1924 4 Sheets-Sheet INVENTOR Oct. 16, 1928. 1,687,920 H. s. YOUNG RAILWAY "TRAFFIC CONTROLLING APPARATUS Filed Jan. 18, 1924 4 Sheets-Sheet 3 INVENTOR 22 Oct. 16, 1928. j 1,687,920

- w 'H. s. YOUNG RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Jan. 18, 1924 4 Sheets-Sheet 4 *f wavENToR: "2 h N mm Patented Oct. 16, 1928.

UNITED STATES HENRY S. YOUNG, OF WILKINSBU RG, PENNSYLVANIA, ASSIGNOR '10 THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

RAILWAY-TRAFFIC -CONTROLLING- APPARATUS.

Application filed January 18, 1924. Serial No. 687,030.

My invention relates to railway traffic controlling apparatus, and particularly to apparatus for governing traflic at point-s where two or more tracks intersect or converge.

I will describe two forms of railway, trafiic controlling apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings Figs. 1 1*, and 1 when placed end to end in the order named constitute a diagrammatic viewshowing one form of my invention applied totwo tracks crossed by a third track. Fig. 2 is a view showing a modification of the apparatus shown in Figs. 1, 1 and 1 as applied to the crossing of two tracks.

Similar reference characters refer to similar parts in each of the views.

Referring first to Figs. 1 1 and 1, the reference characters a and b designate two converging railway tracks which intersect just to the right of the limits of the drawing. Track a is divided, by means of insulated joints 1, into a plurality of successive track sections A-B, BC, CD, and D-E and track 7) is divided by similar insulated joints 1 into a plurality of similar track sections 1* -G, G-J, J K, and K-L; A third track (Z crosses the two tracks a and Z) at points 2 and 3 in sections C.D and JK, respective ly A track section O-Q in track (Z includ- .ingcrossings 2 and 3 is insulated from the rest of the track by means of insulated joints 1.

Each track section in each of the three tracks a, Z) and d, is provided with a track circuit including a suitable source of energy such as a track battery connected across the rails adjacent one end of the section and designated by the referencecharacter N with a distinguishing exponent. Connected across the other end of each section track relay designated by the reference character Rwith, a suit able exponent. lnterposed between each track battery N and one rail of the associated section is a resistance tOTlQ function of which is to limit the output of the battery when its terminals are short-circuited by the wheels and axles of a train.

It will thus be plain that each track section is provided with a track circuit including a track battery N a tracir relay R, a resistanc 4.. and the rails of the section, in series The track sections including crossings 2 and 3 are made electrically separate from each other but each is continuous throughout its length. This is accomplished by means of insulated joints 1 adjacent the crossings and' usual these tracks westbound trafiic. In a similarv manner, traflic moving from 0 toward Qon track at I shall call northbound traflic and traffic in the opposite direction on this track I shall term southbound trafiic.

Eastbound traffic on track a is governed by two trackway signals S and S located at points B and C, respectively. 'Westb'ound tratfic over this track is governed by signal S located at point D. Eastbound traflic over track Z) is governed by two signals located at points G and J, respectively, and designated by the reference character S with an exponent corresponding to the location. Westbound traffic over track b is governed by a signal S located at point K. Northbound and southbound traliic over track (Z'is governed by two indicators locatedat the lower and upper ends respectively of section O@ and designated by the reference charactersW with exponents corresponding to the location. Signals S and S are three-positionsignals of any suitable form and are here shown as semaphore signals each comprisinga blade adapted to assume three positions at O, 45 and angular degrees with respect to the ground wherein ceed indication, respectively. Eachsignal S is also provided with an electric lamp 23 to provide night indications in accordance with the usual practice. Each signal S is supplied with energy from a suitable source such as a battery designated by the reference character purposes of convenience I. shall-term a Wine the signal displays a stop, a caution, or a pro- 7 relay and which is designated by the reference character M with an exponent corresponding to the associated signal. Referring particularly to signal S this signal is biased to the stop indication and is provided with a caution circuit and a proceed circuit. The caution circuit passes from battery Y through wire 7, front contact 8 of track relay R, wire 9, operating mechanism of signal S wire 10, front contact 11 of track relay R, and wire 12 back to battery Y This circuit is closed only when relay R is energized, under which condition signal S displays a caution indication. The proceed circuit passes from battery Y through wire 7, front contact 8 of track relay R, wire 13, front contact 14 of line relay M wire 15, operating mechanism of signal S, wire 10, front contact 11 of track relay R and wire 12 back to battery Y This circuit is closed only when relayslt and M are both energized, under which conditions signal S displays a proceed indication. The circuit for relay M passes from battery Z located at point J, through wire 16, contact 17 operated by signal 8, wire 18, front contact 19 of track relay R", wire 20, winding of relay M, and wire 21 and common wire 22 back to battery Z It is clear that this circuit is closed only when signal S indicates proceed and relay R is energized. The circuit for lamp 23 of signal S passes from a lighting battery X through wire 24, back contact 25 of track relay R wire 26, lamp 23, wire 27, and back to battery X It will be plain that this circuit is closed, and hence that lamp 23 is lighted, only when section F-G is occupied by a train.

The remaining signals S are similar to signals S and S but are capable of only two indications, stop and proceed. Each of the signals S S S and S is controlled by means of a line relay'designated by the reference character H with an exponent corresponding to the location as follows: Referring particularly to signal S, when relay H is de-cnergized the bias of signal S causes the signal to display a stop indication but when thisrelay is energized a circuit is closed over which current flows from battery Y through wire 28, front contact 29 of line relay H wire 30, operating mechanism of signal S wire 31; front contact 32 of relay Il and wire back to battery Y t will be evident, therefore, that signal S displays a proceed indication only when. relay H is energized. The control of relay H will be explained in detail hereinafter. Interpos'ed between track battery N and resistance 4 associated therewith is a relay 1". The parts are so proportioned that when section GJ is unoccupied, the current through this relay is not great enough to energize the relay, but that when section GJ is occupied by a train, the current through relay 1" is increased, and this relay becomes energized. Lamp 23 of signal S is provided with a circuit which passes from lighting battery X through wire 34, lamp 23, wire 35, front contact 36 of relay 1", and wire 37 back to battery 'X It will thus'beplain that lamp 23 of signal S is lighted only when section GJ, next in rear of the signal, is occupied. The, control of signal S is similar to that of signal S Relays H and H control signals S and S respectively in the same .manner just explained in connection with signal S, but lamps 23 of signals S and S are controlled by track relays R and B? respectively in the same manner as lamp 23 of signal S is controlledby track relay R Section OQ is provided with two derails 38 and 38 located on opposite sides of the crossings 2 and 3 and arranged to cause derailment of trains approaching the crossings. Each derail is controlled by a device to'which I will refer in general by the reference character V with an exponent corresponding to the location. For example, derail 38 is controlled by device V in the following manner: A manually operable bar 39 capable of longitudinal motion is operably connected with the movable point of the derail 38 and to a pivoted locking sector 42. A locking armature 43 operated by a magnet 44' is arranged to co-eperate with sector 42 so that when magnet 44 is tie-energized the armature engages a shoulder on the sector and locks the derail in the open position. Two pivoted contact arms 40 and 41 are operated by bar 39 in such manner that when bar 39 is in its left-handposition, thus moving derail 38 to its normal or open position, normal contact 4040 is closed and reverse contact 414l is open.

Vi hen bar 39 is in its right-hand positon, derail 38 is moved to its reverse or closed position, and normal contact 40'4 is open and reverse contact 41-41 is closed. It will be plain that if derail 38 is in the open position it may be moved to the closed position only when magnet 44 is energized. Derail 38 is controlled by a device V in the same manner as just described for the control of derail 38 by device V Magnets 44 of devices V and V are controlled in part by two auxiliary relays 5 and 6 as will be explained in detail hereinafter.

In addition to the relays already described, there are located at point K, two stick relays- T and T associated with line relays H and l respectively, a repeater relay P and a relay U, which for purposes of explanation I shall term a repeater stick relay. In. a similar manner, track a is provided, at point D, with two stick relays T and T repeater relay P and a repeater stick relay U Repeater relay P is energized over acircuit which passes from battery Z through wires 45 and 46. front contact 47 of track relay R wire 48, front contact 49 of track relay R ,-wire 50,winding of repeater relay P ,wire 51, front contact 52*of track relay R,'and wires 58 and 22 back to battery Z Since this c1rcu1t 1ncludcs front contacts ontrack relays R R wires and 55, back contact 56 of track relav R wire back contact 58 of track re lay Pf, wire 59, contact 60 operated by signal S wires 61 and 62, winding of relayT wire 63, back contact 64 of relay P and common wire back to battery Z It is plain that this circuit isclosedonly-when signal S indicates proceed and relays R R and P are all ole-energized. A stick circuit is provided for this relay over which energy passes from battery Z through wire 54, front contact of relay T wires 66' and 62 and winding of relay T backto battery as before. it follows that after relay T is energized the stick circuit just traced is closed thus eliminating relays R and B and signal S from the control of'relay T Relay T thereafter remains in its energized condition as long as-repeater relay P is de-energized. I Stick relay T is provided with a'p1ck-up circuit which passes from battery Zfl'through wires 16 and 16 contact. 67 operated by signal S wire '68, back contact 69 of track relay R wires 70 and71, winding of relay T wires 72 and 73, back contact 52 of relay R and wires and 22 back to battery Z This circuit is closed only when signal S indicates proceed. and relay R is die-energized. The stick circuit for relay T passes from battery 2?, through wires 54 and 74, front contact 75 of relay T wires 70 and 71,Iwinding of re lay Tflwires 7 2 and 7 3,back-contact 52 of track relay R and wires 53 and 22 back torbattery Z A branch is provided for this circuit which passes. from wire 73, through back contact 76 oftrack relay R and wires 77, 82 and back to battery Z 'It follows that after relay T is energized, it is maintained inthis condition overits own front contact .as'long as either relay PfloriR? is deenergized.

' The control-of stick relays T and T associated with track a will be readily understood from the foregoing.

Stick repeater relay U is provided with a pick-up circuit which passes from battery 53", through wire 54, front contact 78' of stick relay Tl, wires 79 and 80, winding ofrelay U, and wires 81, 82 and 22 back to battery Z. This circuit is closed only when relay T is energized. Another circuit is provided for relay U over which current flows from battery 7 through wires 54,355 and 83, front contact 84 of relay P wire 80, windingof relay U, and wires 81, 82 and,22 back to battery Z, This circuit 3S closed only when relay P is energized. The stick circuit for this relay passes from batteryZ through wires 85, 86 and 87, back contact 88 of relay 'U wires 89 and 80, windingof'relay U, and -Wires 81, 82 and 22back to battery Z This circuit is closedflonly when relay U is de-energized. The pick-up circuit for stick repeater relay U associated with track, a is similar to that just traced for stick repeater relay U, but the stick circuit for'relay U passes from battery Z through wires 54 and 90, back contact 91 of stick repeater rela-y U, wire .92, front contact 93 of stick repeater relay U wires 94, 95 and 96, Winding of relay U and wire 22 back to battery Z It is plain that thiscircuit is closed only whenrede-energized. 1

Line relay H for track 5 is provided witha circuit which may be traced from battery ZP, through wires 85 and 97, normal contact 40"40 oi? device V wire 98, normal contact j40'40 of device V wire 99, front contact 100 of track relay R ,'Wires"101 and 102,

' front. contact 103 of track relay R, wires 104 lay H associated with track a is similarto that just described for relay H Current is supplied to relay H overa circuit which passes from battery Z, through wires 85 and 97, normal contact 40 40- of device V9, wire 98, normal contact 40-40 of device V wire 99 front contact 100 of track relay R wires 101 and 102, front contact 103 of track relay R wire 104, front contact 109' of track relay R wire 110, back contact 111 of stick repeater relayU, wire 112, back contact113 of stick relay T wire114, front contact 115 of stick repeater relay U wire 116,

,winding of relay H and wires 117 and 22 back to battery Z It follows that relay H' will be energizedfonly when derails 38 and 88" are in the derail-mg positions, track relays R R and R? and stick repeater relay U are enerw gized and stick relay T and stick repeater relay U are de-energized. The control of relay H is similar to the control of relay H and will be readily understood from the foregoing.

Relay 5 adjacent point 0 provided with a circuit which passes from battery Z through wire 118, contact 119 operated by signal S wire 120,vcontact 121 operated by signal S", wire 122, back contact 123 of track relay R ,'wire124, winding of relay 5, and Wires 125 and 22 back-to battery Z 'This circuit is closed only whcn signal S playing a stop or a caution indication,-signal 8 is displaying. astopf indication, and'track is dis relay R is de-energized. In a similar manner relay 6 is controlled by signals S and S and track relay R over a circuit which passes from battery Z through wire 45, contact 126 controlled by signal S wire 127, contact 128 operated by signal S wire 129, back contact 130 of track relay R wire 131, winding of relay 6, and wires 132, 133 and 22, back to battery Z Indicators IV associated with track at are provided with a circuit as follows: from battery Z through wires 54 and 55, front contact 56 of 'track relay R wires 134 and 135, front contact136 of track relay R wire 137, front contact-138 of repeater relay P wires 139 and 140, front contact 141 of repeater relay P wires 142 and 143, front contact 144 of track relay R wires 145 and 14'6,front contact 147 of track relay R wire 148, indicator wire 149, indicator and wires 133 and 22 back to battery Z This circuit is closed therefore only when track relays R R, R and R and repeater relays P and P are all energized. The circuit is provided with a number of branches, one of which passes from wire 54, through wire 74, front contact 150 of stick relay T and wire 151 back to wire 135. It will thus be seen that when stick relay T is energized, track relay R is removed from the control of the indicators WV. Another branch is provided over which current flows from wire .137, through wire 152, front contact 153 of stick relay T, and wire 154 back to wire 139.. The energization ofv relay T then, removes relay P from the control of the indicators WV. W'hen relay T is energized a branch is closed around the contact 141 of relay P and current then flows directly from wire 139, over front contact 155 of relay T, to wire 142. Still another branch passes from wire 145, through front contact 156 of relay T and wire'157, to wire 148. It is plain that the energization of relay T thus eliminates relay R from the control of the indicators. 8 V Current is supplied to magnets 44 of devices V and V over the circuit just traced for indicators TV from battery Z as far as wire 148, and thence over wire 158, contact 159 operated by signal S wire 160, contact 161 operated by signal S wire 162, front contact 163 of relay 6, wire 164, front contact 165 of relay 5, wire 166, magnet 44 of device V wire 167, magnet 44 of device V and wires 168 and 22 back to battery Z It is thus plain that the circuit from wire 148 through the locking magnet 44 is closed only when signals S and S are both at stop, and relays 5 and 6 are both energized. 1

In addition to the circuit just traced a second circuit is provided, passing from battery Z through wires 85 and 169, reverse contact 4141 of device V9, wires 170 and 166, magnet 44 of device V wire 167, magnet 44 of device V and wires 168 and 22 back to battery Z Another circuit passes from battery Z through wire 85, reverse contact 41 41 of device V wires 171 and 166, magnet 44 of device V wire 167, magnet 44 of device V and wires 168 and22 back to battery Z It is therefore clear that when one device V is in the reverse position both devices V are unlocked irrespective of the condition of the other apparatus. f

I will now explain the operation of the apparatus as a whole.

As shown in the drawing, the apparatus is in the position corresponding to the unoccupied condition of the track. Under these conditions all track relays R are energized, repeater relays P and P are both energized, and therefore stick repeater relays U and U are energized. Line relays H associated with signals S and S are both energized and these signals are therefore indicating proceed, whereas line relays II associated with signals S and S are de-energized causing these signals to display stop indications and line relays M associated with signals S and S are also de-energized. Signals S and S therefore display caution indication. Relays r are all de-energized. ciated with each of the signals S is extinguished. Relays 5 and 6 have their circuits open at back contacts on track relay R and The lamp 23 assotherefore these relays are de-energized. As a result, locking magnets 44 of devices V and V are de-energized and-derails 38 and 1 38 are locked in the normal, or derailing position. Stick relays T are all de-energized and indicators IV associated with section 0-4;} are energized and indicate proceed;

- I will now assume that an eastbound train moves along track 6. As this train enters section F-G, track relay R becomes de-energized, thus lighting lamp 23 associated with signal S and opening the circuit for repeater relay P which thereupon becomes de-energized. The opening of front contact 84 of repeater relay P opens one circuit for relay U. The other circuits for this relay are already open, one at front contact 78 of relay T and the other at back contact 88 of relay U Relay U is therefore de-energized. The

closing of back contact 111 of relay U completes the circuit for relay'H The energization of relay H closes, at front contacts 29 and 32 thereon, the proceed circuit for signal S and this signal therefore displays a proceed indication. The closing of contact 17 in response to the movement of signal S to the proceed position causes relay M to be come energized, thus moving signal S to the proceed position by completing the proceed circuit for this'signal at front contact 14 on relay M9. The train is therefore allowed to proceed along track I). The de-energization of relay P causes, by'the opening of front contact 106 thereon, the interruption of the proceed circuit, for signal S which sigloo nal now. displays a stop indication. Lamp 23 associated with the signal is not lighted, how ever since track relay R is energized. The

entrance of a westbound train into section- KL wouldimmediately light this lamp and the train would be brought to a stop at point K. It should also be noted that the opening of contact 138 on relay P de-energ'izes indicators iV' so that these indicators assume the stop position.

Referring again to the eastbound train new occupying section FG, when this train proceeds into section GJ the track relay R will become deenergized. As the train leaves section FGr, track relay It becomes energized thus extinguishing'lamp 23 of signal S but the circuit for relay P is now broken at front contact 49 of track relay R and therefore the apparatus controlled by relay P sufiers no change although contact 47 of relay R is .closed. Due to the de-energization of relay R relay M is also de-energized and signal S now displays a stop indication. The entrance of the train into section G--J also causes relay r to become energized and closes the circuit for lamp 23 of signal S As the train enters section J-K, track relay R is shunted and de-energized. Repeater relay P is still de-energized, therefore, its circuit nowbeing broken at front contact 52 of relay R The circuit for line relay l-I is now interrupted however, at front contact 103 of relay B A brief interval elapses before signal S moves to the stop position however and during this interval the closing of back contacts v52 and 69 of relayR completes the pick-up circuit for stick relay T over contact 67 operated by signal S Relay T is maintained in its energized condition after signal S goes to stop, over its own front contact '75 and back contact 52 of relay E as long as the train occupies section J K.

Now as the train proceeds into section KL,,

the deenergization of track relay R closes another stick circuit for relay T which includes back contact 76 of relay R but not back contact 52 of relay R and relay T herefore is maintained in its energized condition by the latter circuit till the train leaves section lL. When the train passes out of section JK, repeater relay P is energized again over front contacts oftrack relaysR", R and R, now energized, and relay P in turn closes the circuit for relay U \Vhen the train leaves section KL, the resulting energization of relay R restores the circuits to their normal condition by de-energizing relay T. It should be pointed out that as the train leaves section GJ, the picking up of relay R moves signal S to caution, which signal stays in this position till the train leaves section K L. It should also be noted that with the eastbound train in-section IQ-L indicators TV are energized and indicate proceed on account of frontcontact 150 on stick energized, which in turn tie-energizes rela 1?. As a result line relay H is de-energize thus interrupting the proceed circuit for sig nal S A brief interval elapses before this signal moves from the proceed position, how

ever, and during this interval a pick-up circuit is closed for stick relay T over contact 60 operated by signal S and back contact 58 of relay R Relay T is maintained in its energized condition after. the opening of contact 60, over a stick circuit including its own front contact 65. This stick circuit is controlled also by back contact 64 of repeater relay P, and stick relay T K will therefore remain energized till the train passes beyond point F.

' As the train passes through sections G-J and F'G, the track relays R and R are successively de-energized. While the train is in these sections, indicators W indicate proceed and. signal S is held at stop on account of relay T being energized. After the train" leaves section F-Gr, all the track relays are energized, relay P is energized, and the cirloo cuits are restored to normal by the closing of i relav H and the opening of relay T Westbound trafiic over track a operates the apparatus associated therewith in p the same manner as ust described in connection with track I).

I will now assume that a northbound train is moving over track d. As this train moves into section OQ, indicator V being at proceed, track relay R becomes de-energized,

thus completing the circuits for relays 5 and 6 over its back contacts, and causing relays H and H to become tie-energized andholding relays H and H de-energized thus moving signals S and S to stop and holding signals S and St at stop. The closing of front contacts 163 and 165 on relays 6 and 5 respectively, completes the circuit for electric locking magnet 44 on devices V and V These devices are therefore unlocked and may then be reversed to move the associated derails 38 and 38 into the non-derailing position. It should be mentioned that devices V and V may be mounted at points remote from the trackway, asin an interlocking cabin. The derails having been reversed, the train may proceed. through section O-Q,. the train has left section OQ, the devices V may be reversed at any time. IRelay R hav- After contact. 88 of relay U ing become energized after the train left section O-Q, the restoring of derails 38 and 38* returns the circuits to their normal condition.

Southbound traflic over section O-Q, is controlled in the same manner as just explained for trafiicin the opposite direction.

I will now explain how traffic on one track is protected from collision with traffic on another track.

I will first assume that an eastbound train is proceeding on each of the tracks a and 6. Since the tracks a and b converge toward the right and intersect just beyond the right hand limits of the drawing it is desirable to stop one train but to permit the other to proceed. This is accomplished by carrying the control of line relay H which governs signal S over front contact 115 of relay U and back contact 111 of relay U and by carrying the control of line relay H which governs signal S over a front contact 173 of relay U and back contact 172 of relay U I have already explained how a train passing from west to east over track a or Z) causes the de-energization of relay U associated therewith. If two eastbound trains are approaching the cross ing one on track a and one on track 7), and the train on track a is the first to enter the stretch .of track shown in the drawing, relay U is deenergized and a stick circuit is closed over which relay U is maintained in its energized condition. The circuit for relay H is therefore held open and signal S is held at stop and Will not clear till the eastbound train on track a has passed signal S Similarly, if

the train on track Z) is the first to enter the stretch, a train on track a, is held at signal S till the train on track 6 clears signal S If eastbound trains should enter sections A-B and FG at exactly the same instant, both relays U and U would be de-energizcd, but relay U would immediately pick up again, its circuit being completed over back The train on track at would'be allowed to proceed and the train on track 6 would be stopped till the train on track a cleared section CD.

I will next assume that a train, moving in either direction over track cl approaches section ()Q. I will also assume that an eastbound train is moving toward crossing 3 over section FG. As explained hereinbcfore, relay P is deenergized bythe eastbound train and signal S indicates stop. The circuit for indicators IV is open at front contact 138 of relay P, and thebranch around this contact through front contact 153 of relay T K is also open and the indicators both are at stop. As the train on track Z) proceeds into section JK, trackrelay R will be de-energized and stick relay T will become energized. The circuit for indicators IV is now. further broken at front contact 136 of track relay R Not until the eastbound train clears section 'JK will the energiz'ation of relaysP T and R complete the circuit for indicators IV which. will then indicate proceed to inform the operatoroit' a train traversing track at that he may proceed through section OQ. If the train on track (Z attempts to pass either indicator it will be forced to stop or be thrown from the track byone of the derails 38 or 3% since neither device V can be operated while an eastbound train occupies any portion of track Zwbetween points F and K, the circuit for magnets 421- of devices V then being open at frontcontact 138 of relay P. I

If a train is proceeding in either direction over t'ack Z, and only one of the devices V has been reversed when a train approaches the crossing over track a or 6, this second train will be stopped at the first signal, but the remaining device V can still be reversed, its lock being energized over a reverse contact i141" of the other device V.

If a train attempts to pass through section OQ, while track Z) is occupied by a westbound train the operation of the apparatus is as follows: As soon as the westbound train passes point L, the circuit for indicators IV isopened at front contact 56 of relay R and, the branch around this contact through front contact 150 of relay T being already open, these indicators each display a stop indication. IVhen the train pro ceeds into section JK, relay R is opened and interrupts the indicator circuit at front contact 136 thereon. At the same time stick relay T is energized and closes a shunt around contact 138 of relay P now deenergized. tion KL, relay R picks up and as the train passes out of section J-K, the resulting energization of relay R completes the circuit for indicators IV which then clear the cross track O-Q.. Even if a train on tr should pass the'indicator IV when indicating stop as explained above, the derails could not be moved till the train on track 6 cleared point J, since the energy for magnets 4 1' of device V passes over the same circuit as the energy for indicators IV flOlD'lJZLLiZBlY Z to wire 1 18 and I have just explained how this circuit is interrupted by the passage of IVhen the train passes out of seca westbound train through sections JK It will be clear from the drawing that trains on track (Z are protected when track a is occupied by trains in either direction-in the same manner as just described in connection with trains on track Z). I

Finally, I will assume-that a train occupies section OQ,. I have already explained that when relay R is (lo-energized, the open'- ing of front contact 100 thereon opens the circuit for relay H II, II and II Sig nals S and S are therefore moved to the stop position, and signals S and S are held 1n that pos1tion. It will be noted that all these signals inustbe at stop before the derails can be reversed to allow the train on track cl to negotiate crossings 2 and 3 and therefore complete protection is obtained for trains on track (Z from trains on tracks a and 6 since to approach either crossing under these conditions a westbound or an eastbound train must pass a stop signal. The circuits are restored to normal as soon as the derails are returned to their normal or derailing condition, and the train has cleared section stretches of single track railway a and d,

intersecting in a crossing 2. Track a is divided as before by means of insulated oints into sections BC, CD, and D-E, and track (Z is similarly divided into sections -O, OQ, and QZ. The crossing 2 is insulated from sections CD and O-Q, by means of insulated joints 1, but the rails of these sections are made electrically continuous around the crossing'with suitable conductors. I

Eastbound trafiic over track a is controlled by signal S westbound traffic over this stretch by signal S northbound traflic over track (Z is controlled by signal S and soutlibound t-raiiic by signal S These signals are similar to signals S S S and S of Fig. 1 except that the light 23 of each such signal in Fig. 2 is constantly energized and is omitted from the drawing for the purpose of simplicity. The control of signals S will be explained hereinafter. 7

Each of the track sections of each track a and (Z is provided, as before, with a track circuit including a track battery N, an impedance at, the rails of the section and the winding of a track relay R in series. Track a is also provided with asiding having a switch 270 associated with section BC. Two circuit controllers 252 and 251 are operatively connected with switch 270 so that when this switch is in such position as to perinit movements of traiiic along track a circuit controller 252 is closed and circuit controller 251 is open. lVhen switch 270 is reversed to permit trafii'c movements from track a into siding g or vice-versa, circuit controller 252 is open, circuit controller 251 is closed. The purpose and function of these two circuit controllers will appear as the explana tion proceeds. Siding 9 is provided with a track circuit comprising a track relay R, an impedance 4, and a track battery. N1

Each of the signals S controls a relay:

designated by the reference character It with an appropriate exponent. For purposes of explanation I shall hereinafter refer to these relays as signal relays. Each of these relays 0 is arranged to be energized when the corresponding signal indicates stop. Referring for example to relay In the circuit for this relay passes fron one terminal of a suit able source of energy such as a battery 17-l, through wires 175 and 176, circuit controller 177 operated by signal S wire 17 8, winding of relay la and wires 179, 180, 181 and 182 back to battery 174. The control of eachof the remaining signal relays k by the corresponding signals S is similar to the control of relay la by signal S There are also provided certain repeater relays which are designated by the reference character P with appropriate exponents; Referring first to repeater relay P the circuit for this relay passes from battery. 1'74,

through wires 175, 186 and 187, front 0011-- tact 188 of track relay R wire 1.89, winding back to battery 174. It will be plain that this repeater relay P is energized only when track relay R is energized. Repeater relays P P P and P are controlled in exactly I the same manner by track relays R, R R

and B, respectively.

'An auxiliary stick relay designated by the reference character t with a suitable exponent is associated with each of the track relays The control of these auxiliary auxiliary stick relay t wire 194, winding of repeater relay P. and wires 195, 181 and 182,

back to battery 1 7 1. It follows that repeater relay'P is energized onlywl en auxiliary stick relay, t is energized.

There are also provided certain stick relays designated by the reference character .T with distinguishing exponents. Referring particularly to relay T this relay is provided with a pick-up circuit which passes from a suitable source of energy suchas battery 196, through Wires 1.97, 198 and 199, back contact 200 of signal relay is", wire 201, back contact 202 of repeater relay P wire 203, winding of stick relay T and wires 204, 181 and 205 back to battery 196. It will be clear that this pick-up circuit is closed of repeater relay P wires 190, 181 and 182 only when relay P and therefore relay R is de-energized, and relay k is, deenergized. Stick relay T is also provided with a; stick circuit over which current flows from battery 196, through wires 197,

258 and .206. back cont-act 207 of repeater relay P wires 208 and 209, front contact 210 of stick relay T wire 211, Winding of relay T and wires 204, 181 and 205 back to battery 196. A second stick circuit is provided for this relay which may be traced from battery 196, through wires 197 and 213, back contact 214 of repeaterrelay P Wire 209, front contact 210 of relay T Wire 211, winding of relay T and wires 204, 181 and 205 back to battery 196. Stick relay T is provided with a pick-up circuit controlled by repeater relay P and signal relay 70 and stick circuits controlled by relays P and P which circuits are similar to those just traced for relay T Stick relay T is pro- 'vided with a pick-up circuit which passes from battery 196, through wires 197 and 198, back contact 216 of signal relay 70 wire 217, back contact 218 of repeater relay P wires 219 and 220, winding of stick relay T and wires 221, 181 and 205, back to bat tery 196. One stick circuit for relay T passes from battery 196, through wires 197 and 223, back contact 224 of repeat-er relay 'P, wires 225 and 226, front contact 227 of relay T Wires 219 and 220, winding of relay T and wires 221, 181 and 205, back to battery 196. The second stick circuit for relay T passes from battery-196 over wires 197 and 258, back contact 228 of repeater relay P wires 229 and 226, front contact 227 of relay T Wires 219 and 220, winding of relay T and wires 221, 181 and 205 back to battery 196. The pick-up circuit for stick relay T passes from battery 196 through wires 197, 198,230 and 231, back contact 232 of relay P wire 233, back contact 234 of repeater relay P wires 235 and 236, winding of relay T and wires 237, 181 and 205 back to battery 196. When repeater relay P is de-energized and stick relay T is already energized from its pick-up circuit, a stick circuit is closed for relay T over which this relay is maintained in its energized condition by current which flows from battery 196 through Wires 197 and 242, back contact 243 of relay P wires 239 and 240, front contact 241 of stick relay T wires 235 and 236, winding of relay T and wires 237, 181 and 205 back to battery 196. A second stick circuit for relay T supplies current from battery 196 through wire 197, back contact 238 of relay P wires 239 and 240, front contact 241 of relay T Wires 235 and 236, windings of relay T and wires 237, 181 and 205 back to battery 196.

The reference character f designates a directional stick relay controlled in the following manner: When relays P and P are energized, directional stick relay f is energized by current which flows from battery 196, through wires 197 and 223, front contact 244 of relay P, wire 245, front contact 247 of relay P wire 248, winding of relay f and wires 249, 181 and 205' back to battery 196. This relay is provided with another circuit passing from battery 196, through wires 197, 198 and 246, front contact 259 of stick relay T wires 260, 254, 254 and 245, front contact 247 of relay P wire 248, winding of relay f, wires 249, 181 and 205 back to battery 196. Still another circuit is provided which may be traced from battery 174, through wires 17 5 and 250, circuit controller 251 operated by switch 270 of siding 9, wires 261, 254, 254 and 245, front contact 247 of relay P Wire 248, winding of relay f and wires 249, 181 and 182, back to battery 174. Each of these three circuits is provided with a branch which passes from Wire 254, through wire 255, front .contact 256 of relay T and wire 257 back to .wire 248. It follows that when relay T is energized, relay P is removed from thecontrol of directional stick relay A stick circuit is also provided for relay over which current flows from battery 196, through wires 197, 198 and 262, back contact 263 of relay 7J wires 264 and 265, front contact 266 of relay 7, wire 267, winding of relay and wires 249, 181 and 205, back to battery 196. This circuit is provided with a branch which passes from wire 198, through wire 268, back contact 269 of relay and wire 269, back to wire 265. It is therefore clear that having once been energized relay f is subsequently maintained in its energized condition as long as either relay 74 or 70 is de-energized.

Auxiliary stick relay t is provided with a pick-up circuit which passes from battery 174, through wires 175, 186, 187 and 191, front contact 271 of track relay R, wire 272, front contact 273 of track relay R wires 274 and 275, winding of relay 2?, and wires 276, 181 and 182 back to battery 174. This circuit is, of course, closed only when relays R and R are both energized. \Vhen relay t is energized, and relay R is also energized, a stick circuit is closed for relay zfover which relay 25" is held in its energized position by current which flows from battery 174, through wires, 175, 186, 187and191, front contact 271 of track relay R, wires 272, 283 and 278, front contact 279 of relay t, wires 280 and 275, Winding of relay t, and wires 276, 181 and 182 back to battery 174. This stick circuitis providedwith a branch which passes from Wire 186, through wire 281, back contact 282 of auxiliary stick relay t, and back to wire 283. Itfollowsthat when relay 6 is de-energized, relay R is removed from the control of the stick circuit for relay t. Relay is provided with a pick-up circuit and with stick circuits similar to those just described for relay t and in addition is provided with asecond pick-up circuit which passes from battery 174, through wires'175, 186, 281 and 284, front contact 285 of relay R wires 286 and 287, a manually operable circuit'controller 288, wires 289, 290 and 291, winding of relay 25 and wires 181 and 182 back to battery 174:. Circuit controller288 is located at some convenient place along the trackway so as to be accessible to a trainman.

The trackway signals S are controlled" in the following manner: Referring particularly to signal S this signal is controlled by a circuit which passes from battery 174 through wire 175, circuit controller 252 operated by switch 270 of siding g, wire 292, front contact 293 of track relay R wire 294:, front contact295 'of'track relay R wire 296, front contact 2910f repeater relay P, wire 298, front contact 299 of signal relay wire 300, front contact 301 of signal relay 70 wire 302, back contact 303 of directional stick relay 7, wires 30% and 313, front contact 353 of signal relay 70 wire 305, front contact 306 of repeater relay P wire, 307, back contact 308 of repeater relay P, wire 309, back contact 310 of stick relay T wire 311, operating mechanism of signal SQ and wire 312 back to battery 174. The circuit for signal S is the same as that just traced for signal S as far as wire 304, andthe circuit for signal S passes thence through wire 313, front contact 31 1 of signal relay k wire 315 front contact.

316 of repeater relay P, wire 317, back contact 318 of repeater relay P wire 319, back contact 320 of stick relay T wire 321, operating mechanism of signal S and wires 322, 181 and 182, backto battery 174i. Acircuit is provided for signal S over which current flows from battery 196 through wires 197 and front contact 324 of repeater relay P wire 325, front contact 326 of repeater relay P wire 32?, front contact 328 of signal relay /c ,-wire 329, front contact 330 of signal relay in wire 331, front contact 332 of directional stick relay 7", wires 333 and 33 1, front contact 335 of signal relay 70 wire 336, front contact 337 of repeater relay P wire 338, back contact of repeater relay P wire 3410, back cont". ct 1 of stick relay T wire 34:2, operating mechanism of si nal S", and wires 181 and 205 back to battery 1.96. The circuit for signal S is the. same as that just traced for signal relay S as far as wire 333, the circuit for signal S passing froni'this wire through wire 3 13, frontv contact 31of signal k ,'wire front contact 3&6 of repeater relay P wire 3457, back contact 3 18 of repeater relay P wire 349, back contact 350 of stick relay T wire 351, operating mechanism of signal S wires 352, 352, 181 and 205 back to battery 196.

As shown in the drawing all of the parts of the apparatus are in the positions corresponding to the unoccupied condition of the track and switch 270 is in the normal position, that is, in such a position as to permit movements of traffic aong track a. Under these conditions all track relays R are energized, all repeater relays P,-all signal relays k and stick relays t and t and directional stick relay 7' are also energized. Stick relays T T T and T are however de-energized, and

signals S S S and S all indicate stop.

In explaining the operation of the apparatus I will first assume that a northbound train prepares to negotiate the crossingv2. As the P The de-energizationof relay P opens, at

front contact 324 thereon, the operating e11- cuit for signal S and this signal thereupon indicates stop. After the closing of contact 355 of relay P andprior to the re-energization of relay is resulting from the movement of signal S to the stop position, the pick-up circuit for relay T is closed, thus energizing this relay and the relay is subsequently maintained in its energized condition over itsjown front contact and a backcontact on relay P as long as the train occupies any portion of section OQ,. As the train proceeds into section Q,-Z relays R and P are de-energizing thus completing a branch for the stick circuit of relay T and eliminating relay P from the control of relay T As thetrain moves out of section O'G, relays R and P become energized. As the train moves out of section Q,Z the energization of relay R, of course, picks up relay 1?, which in turn de-energizes relay T thus restoring the apparatus to the normal condition. It should be noted that with the northbound -train in section QZ relay T is held energized and the operating circuit for signal S is '0 en at back contact 350 on relay T Signal 7 Q is held at stop while the northbound train'is receding from crossing so that signal S or S may clear for a train on track a. The operation of the apparatus as a train moves from north to south through trackd is the same as that just described for a northbound train and will be understood without furtherexplanation.

I will now'assume that a. train moving from left to right proceeds toward the crossing. As the train enters section B-C, relay R becomes de-energized, thus de-energizing auxiliary stick re ay 25, which in turn de-energizes repeater relay P. Relay 7 thereupon becomes de-energized. The closing of back contact 303 of relay f and the closing of back contact 308 of relay P complete the circuit for signal S which thereupon moves to the proceed position. Asa result the circuit for relay la is opened at circuit controller 177 and thisrelay becomes de-energized. As the train enters section C-D, relays R and P are de-energized and the circuit for signal S is opened at front contact 295 of track relay R Signal S therefore starts to move to the stop position and the circuit for relay [s will again be closed. .The closing of back contact 202 of relay P closes he pickup circuit for relay T for, a brief interval hov ever, before relay [66 becomes energized, thus energizing relay T C which remains thereafter in its energized condition, by virtue of its stick circuit including back contact 207 of relay P As the train enters section DE, the de-energization of relay R opens the circuit for relay P and removes relay P from the control of relay T by closing a branch around contact 207 of relay P Relay T therefore remains energized after the train moves out of section G-D although this movement allows relays R and P to become energized. As the train clears section B- (l, the energization of relay R again energizes relay t and hence relay P. Relay 7' then becomes energized. As the train moves out of section DE,relays R and P become energized, thus de-energizing relay and restoring the apparatus to the normal condition. The operation of the apparatus for westbound trafiic over track a will be readily understood from the drawing.

I Will now assume that a southbound train on track (Z has moved into section QZ, thus tie-energizing relays R and P and causing signal S to display a proceed indication. If, now, a northbound train enters section Y-O, relays R and P are de-energized, but the circuit for signal S is now broken at front contact'337 of repeater relay P and signal S can not clean, The entranceof this train into section Y O will, however, open the circuit for signal S and thus prevent a head-on collision by displaying a stop indication to both trains.

If a southbound train occupies section QZ, and an eastbound train on track a approaches the crossing 2, relays It, t, and P are de-energized as the latter train enters section BC. The circuit for signal S is now open at front contact 337 of relay P and the signal'therefore continues to indicate stop. As the train on track (Z enters section OQ, the de-ener izationnof relay P opens the. circuit for signal S at front con tact 324- of relay P. hen the train clears section Q,Z, allowing relays R and P to close, signal S still remains at stop. As the train on track (Z clears section OQ, the circuit for signal S is completed over front contact 324 of relay P and signal S then indicates proceed to allow the train on track a-to negotiate the crossing. If an eastbound train occupies section B-C, the de-energization ofrelay f, prevents the clearing of signals S or S till the train moves out of sec tion CD. The operation of the apparatus when a train is approaching the crossing from other directions will be understood from the foregoing and it will thus be seen that a train approaching the-crossing from any direction opens the circuits for the signals governing all conflicting routes, as soon as the train enters the section in advance of the crossing, and allows the signal for conflict-ing routes to be cleared as soon as the train moves out of the section containing the crossing. Further protection is aflorded by carrying the control of each signal overa front contact of each of'tlie si nal relays for all con iiicting signals thus insuring that only one signal can be cleared at a time.

I will now assume that switch 270 is reversed, that is, that this switch isin a posi-v tion to allow trailic movements between section l C and siding The closing of circuit controller 251 removes relay P from the control of relay 7 and relay therefore, re mains energized when a train moving into siding g from section BC, or vice versa,

this condition, that is, when Circuit controller 225i is reversed, the presence of a train in section l-lG does not prevent trafiic movements along track (Z over the crossing.

if a train enters section B-.C from siding g, and it is desired to move the train over crossing 2, circuit controller 288 is closed. This energizes relay The energization of relay (L opens, at back contact 282 thereon, the stick circuit for relay t which there upon becomes de-energized. Relay 7 is thus de-encrgized, thus preventing clearing of all conflicting signals, and signal s is moved to the proceed position as soon as switch 270 is returned to its normal position to close circuit controller 252.

It should'be pointed out that if switch 270 is moved to the normal position to permit a train to enter section 13- 6 from siding g, and such train continues to move westward, this does not cause trains approaching the crossing over track (Z to be stopped.

Although I have herein shown and desriben only two forms of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the sco e of the appended cl ims without departing from the spirit and scope of my invention. I I V Having thus described my invention, what I claim is:

1. lncombination, two intersecting railway tracks, traiiic governing apparatus for at least one of said tracks controlled by. traffic conditions on said one track and capable of assuming a more and a less restrictive condition, and means for changing such apparatus to or holding it in the more restrictive condition when a train moving in one direction and approaching the crossing. on the other e energizes relay P. It follows that'under 1 track is at a con'iparatively long distance therefrom and for releasing said apparatus when train moving in the opposite direction and receding from the crossmg on such other track is at acomparatively short distance therefrom. c

2. In combination, two intersecting railway tracks, four signals one for governing traflic approaching the intersection from each direction, four relays one controlled by each of said signals, and an operating circuit for each signal controlled by tliethe relays associated with the other three signals.

3. In combination, two intersecting railway tracks, tour signals one for governing tratiic approaching the intersection from each direction, a relay for each signal arranged to be energized only when the associated signal indicates stop, and an operating circuit for each signal controlled bythe relays associated with each of the other signals.

4. In combination, two intersecting railway tracks, a relay, a signal for governing traific. over one said track, means for causing said signal to display a proceed indication only when said relay is energized, a second signal'for governing traffic over the other track, means for causing said second signal to display a proceed signal only when said relay is ole-energized and means for controlling said relay in response to traflicconditions in said tracks. *3-

5. In combination, two intersecting rail- .way tracks, a relay, a signal for governing trafiic over one said track, means'for causing said signal to display a proceed indication only when said relay is energized, a second signal for governing traffic over theother track, means for causing said second signal to display a proceed signal only when said relay is de-energized, and means for controlling said relay in response to traffic conditions in said tracks and in accordance with the direc tion of traitic over said tracks. I v

6. In combination, two intersecting railway tracks, a normally energized relay, means for tile-energizing said relay when a train approaching the intersection from either direction on one track is at a comparatively long distance from the intersection and for re-energizing the relay when such train is receding. from the intersection in either direction at a comparatively short distance from the crossing on said one track, and means controlled by said relay for governing traffic over the other track. c

' .7 4 In combination, two intersecting .railway tracks, a normally encrgizedrelay, means for de-energizing said relay when a train approaching the intersection on one track from either direction is ata'comparatively long distance from the-intersection and for re-energizinglthe relay when such train is receding from the intersection in either direction on said one track at a comparatively short distance from the crossing, and meansfor preventing trains on the other track from approaching the crossing when said relay is de-energized.

8. In combination, two intersecting railway tracks, a normally energized relay, means for, de-energizing said relay when a train approaching the intersection. from either direction on one track is at a comparatively long distance from the intersection and for re-energizing the relay when such train is receding from the intersection in either direction at a comparatively short distance from the crossing on said one track, signals for .t'rom thecintersection in either direction at a comparatively short distance from the cross- [ing on said one track, signals'forgoverning tralfic'through said ntersection over the other track in both directions, and means for clearing said signals for traflic movements in one direction only at a time and then only when saidrelay is-energized. I I

10. In combination, two intersecting railway tracks, a. normally energized relay, means for de-energizing said relay when a train approaching the intersection from either direction on one track is at a comparatively long distance from the intersection and for re-energizing the relay whensuch train:

is receding fromthe intersection in either direction at a comparatively short distance from the crossing on said one track, signals for governing trafiic through said intersection overthe other track in both directions, means for energizing certain of said signals :When a train approaches said intersection on said other track provided said relay is energized.

11. In combination, two intersecting railway tracks, a normall energized relay, means for de-energizing said relay when atrainapproaching the intersection fronieither direction on one track is at a comparatively, long distance from the intersection and for re-en-. ,ergizing the relay when such track isreceding from the intersection in either direction at a comparatively short distance from the crossing on said one track, signals for governing .traific through said intersection over the other track in both directions, meansfor energizing such signal for governing traflic inione direction when a train approaches the intersection moving in such directionprovided said relay is energized. Y V r 12. In combination, two intersecting railway tracks, a normally energized relay, means for de-energizing said relay when'a train approaching the intersection from either direc tion on one track is at a comparativelylong distance from theintersection and for re-en- 5 ergizing the relay when such train receding from the intersection in either direction is at from'th'e intersection in either direct-ion at a comparatively short distance from the crossing on said one track, a signal for governing trafiic over said one track, means for clearing said signal when said relay is deenergized, and means for preventing the de-energization of said relayby a train on said one track it a train is approaching said intersection over the other track. Y

14. In combination, two intersecting railway tracks, a normally energized relay, means for de-energizing said relay when a train approaching the intersection from either direction on one track is at a comparatively long distance from the intersection and for re-energizing the relay when such train is receding from the intersection in either direction at a comparatively short distance from the crossing on said one'track, a signal for governing traflic over said one track, means for clearing said signal when said relay is (lo-energized, and means for preventing the de-ener'gization of said relay by a train on said one track if a train is approaching said intersection overthe other track 15.- In combination, two intersecting railway tracks, a normally energized relay, means for de-energizin'g said relay when a-train approaching the intersection fromeither direction on one track is at a comparatively long distance from the intersection and for re-energizing the relay when such train is receding from the intersection in either direction at a comparatively short distance from the crossing on said one track, two signals one for governing traflicjin each direction over said one track, means for clearing one or the other of saidsignals when said relay is deenergized and a train is approaching the intersection over said one track, and means for preventing the de-energization of said relay when atra in is approaching said intersection over the other track.

16. In combination, two intersecting railway tracks, a sidingfor the first said track adjacent the intersection of said tracks and provided with a switch, two signals normally indicating stop and one for governing tratlic in each direction through said intersection 'over the second track, a relay normally energized but arranged to be de-energized when a train approaches said intersection over said first track, means for at times preventing such de-energization of the relay when said switch is in a position to permit traflic movements from said first track into said siding, and meanscontrolled by said relay for at times causing said signal to indicate proceed.

17. In combination, two intersecting 'railway tracks, a siding "for the first said track adjacent the intersection of said tracks andv provided with a switch, two signals normally indicating stop'and one for governing traffic in each direction through said intersection over the second track, a relaynormally eners gized butarrangedto bede-energized when a train approaches said intersection over said first track, means for at times preventing such deenergization of the relay when said switch is in a position to permit trahic moves from said first track into said siding, and means effective when a train approaches said; intersection over said second track and controlled by said relay for causing one or'the other of said signals to indicateproceed depending upon the direction in which such train' is moving. I

18. In combination, two intersecting-rail way tracks, a siding for the first said track adjacent the 'intersection of said tracks and provided witha switch, two signals normally indicating stop and. one for'governing traiiic in each direction through said intersection over the second track, a relay normally energized'but arranged tobe de-energized when a train approaches said intersection over said first track, means for at times preventing such de-energization of the relay when said switch is in a position'to permit traflic moves from said first track into said siding, and means effective when a train approaches said intersection over said second track and said relay is energized for causing one or the other of said'signals to'indicate proceed."

19. In combination, two intersecting railway tracks, a siding forthe first said track adjacent the intersection of said tracks and provided with a switch,'two signals normally indicating stop and one for governing traiiic in each direction through said'intersection over the second track, a relay normally energized but arranged to be" tie-energized when a train approaches said intersection over said first track, means for preventing such de-energization of'the relay when a train is approaching said intersection over said first track in one'direction and said switch is in such position as to permit movement of traflic from saidfirst track into said siding, and means effective when a train approaches said intersectionover said second track and said relav is energized for causing one or the other proceed. V

In testimony whereof I aflix my signature.

' HENRYS; YOUNG.

of said signals to indicate 

